Metal railway-tie.



L. J. SPARKS.

METAL RAILWAY TIE.

APPLIGATION FILED JULYB, 1909.

Patented Dec. 14, 1909.

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L. J. SPARKS.

METAL RAILWAY TIE.

APPLICATION FILED JULY 8, 1909.

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llui/limooap s r rs Parana nines LOUIS J'. SPARKS, OF IDAVILLE, INDIANA, ASSIGNOR F TWO-THIRDS TO GEORGE WM. ALLEN, OF MONON, INDIANA.

METAL RAILWAY-TIE Specification of Letters Patent.

Patented Dec. 14, 1909.

Application filed. July 8, 1909. Serial No. 506,534.

To all whom it may concern:

Be it known that I, LOUIS J. SPARKS, a citizen of the United States, residing at Idaville, in the county of White, State of Indiana, have invented certain new and useful Improvements in Metal Railway-Ties; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

This invention relates to metal railway ties, and has for one of its objects to improve the construction and increase the efiiciency and utility of devices of this character.

Another object of the invention is to pro vide a device of this character formed from a single piece of metal formed in the required shape and with elevated rail supports spaced apart and provided with integral rail braces, whereby lateral movement or displacement of the rails is prevented,

With these and other objects in view the improved device consists generally in a base plate having a longitudinal strengthening rib and with elevated portions near the ends to support the rails, rail braces arranged for bearing against the rails and over the flanges alternately at opposite sides, and securing pins operating through the braces and through the rail supporting elevated portions.

The invention consists in certain novel features of construction as hereafter shown and described and then specifically pointed out in the claims, and in the drawings illustrating the preferred embodiment of the invention, Figure 1 is a plan view of a portion of a railway track with the improved ties embodied therein. Fig. 2 is a section, enlarged, on the line 22 of Fig. 1. Fig. 8 is a section, enlarged, on the line 33 of Fig. 1. Fig. 4: is a section, enlarged, on the line 44 of Fig. 1. Fig. 5 is a section, enlarged, on the line 5-5 of Fig. 1.

The improved device comprises a body formed from a single piece of metal, preferably steel, and formed into the required shape, preferably by presses and dies, and galvanized or otherwise coated to prevent corrosion. The body portion is formed from a base plate 10 having elevated portions 11-12 to support the rails, represented at 1314, and with upturned terminals 15-16.

brace extending over the upper face of the elevated portion 11 and with its free end formed to correspond to the rail and bearing over the tie flange and against the vertical web of the same.

Rising from the base 10 at the inner end of the elevated member 12 is a rail brace 23 corresponding to the rail brace 22 and with its free end formed to bear against the rail 14. as shown.

The rail brace 23 is formed integral with the central section 17 of the strengthening web and with the elevated rail support 12, and the rail brace 22 is formed integral with the section 18 of the strengthening web and likewise integral with the elevated rail support 11. It will be noted that the rail braces are located at the outer end of the elevated portion 11 and at the inner end of the elevated portion 12.

The ties thus constructed may be arranged in any desired order beneath the rails, to adapt them to the location of the road bed and the location of the rails. For instance at curves and some portions of sidings, the ties are arranged with all of the braces 22 against the outer rail, as the outer rail on curves receives the greater impact from the passing trains, especially when running at a high speed, and require additional bracing to prevent lateral displacement. WVhen applied to straight portions of the track the ties are generally arranged alternately as shown in Fig. 1, that is to say with the braces 23, of each alternate tie arranged to bear against the inner face of one rail, and the inner brace 23 of the remaining alternate tie against the outer face of the opposite rail, and with the outer braces arranged alternately to bear against the outer faces of the rails. By this means the rails are braced from lateral movement equally in both directions. This arrangement of the ties can be accomplished without any structural changes therein, as will be obvious.

The upturned terminals 15l6 are embedded in the ballast of the road bed, and thus exert a strong resisting force against the longitudinal movement of the ties, and thus hold them in position. The spaces beneath the elevated rail supporting portions 1112 also permit the entrance of portions of the ballast, and thus also provide an effectual means for resisting any tendency to the longitudinal movement of the ties. The elevated rail supporting portions 11-12 are provided with spaced apertures to receive holding spikes or bolts inclicated at 26-27. The spikes employed are formed with reduced lower terminals, which may be bent laterally after being inserted by a suitable implement inserted beneath the elevated portions 1112, and thus clenched in position, and firmly hold the rails from displacement. The improved de vice is simple in construction, can be inexpensively manufactured, and will materially increase the integrity and strength of the track, and effectually prevent the displacement of the rails under the severe strains to which they are subjected when in use.

The improved ties being constructed Wholly of metal and protected from corrosion are practically indestructible. The ties may be constructed from metal of any required thickness, and the elevated portions 1211 are constructed of thicker material than the remainder of the tie, as shown, as the greatest strains occur at the points where the rails are located, and by formingthese portions of the tie of increased thickness, the requisite resistance is provided where the greatest strains occur.

The ties will generally be of the usual length of wooden ties, and will be embedded in the tamping in the same manner as when employed upon the ordinary road-bed, and will be bolted or otherwise secured to the superstructure when the tracks are disposed over bridges, trestles, or like structures.

The formation of the longitudinal brace ribs 171819 produces cavities in the under faces of the ties into which the tamping material enters, and thus effectually prevents lateral creeping of the ties.

Vhat is claimed, is

1. A metal railway tie comprising a base plate having a longitudinal strengthening rib and with integral elevated rail supports extending upwardly therefrom and with an integral strengthening rib beneath the elevated rail supports.

2. A metal railway tie comprising a base plate having a longitudinal strengthening rib and with integral elevated rail supports extending upwardly therefrom and of greater thickness than the base, and an integral strengthening rib beneath each of the elevated rail supports.

In testimony whereof, I afiix my signature, in presence of two witnesses.

LOUIS J SPARKS.

Witnesses ADA A. BRANSON, F. W. MUNN. 

